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F2008-SC-021

Full Vehicle Dynamic Modeling for Chassis Controls


1
Jaehoon Lee*, 1Jonghyun Lee, 2Seung-Jin, Heo
1
Graduate School of Automotive Engineering, Kookmin University, South Korea
2
School of Mechanic & Automotive Engineering, Kookmin University, South Korea

KEYWORDS – Dynamic Model, White Box Model, Black Box Mode, Horizontal Model,
Vertical Model, Driving Test

ABSTRACT – Most of reference models for chassis controls usually have low level degree of
freedom like a bicycle model. However, these models include some different value in real
vehicle motion and have a difficulty to adapt new technology. In addition, it is not good for
real time that very high level degree of freedom like multibody dynamic analysis programs
because of their long solving time. So, I developed adaptive full vehicle dynamic model that
has 14 degree of freedom with theoretical equations and experimental data.

INTRODUCTION

Recently, development system of RCP (Rapid-Control Prototyping) Technology is adapted


for the technology development of the electronic chassis control system. Therefore, a thesis of
high fidelity real-time vehicle dynamics reference model is required. This paper studies
technology for a thesis of vehicle dynamics model based on lumped parameter model to
simulate driving characteristic of electronic control vehicle accurately. Matlab/Simulink based
14 DOF full vehicle model consists of modular white box vehicle models (horizontal
direction, vertical direction) and black box vehicle models(tire characteristics, shock absorber
characteristics). 14 DOF full vehicle model was compared with Carsim(the interpreter for
vehicle dynamics) and real driving test(by KATECH – Korea Automotive Technology
Institute) to verify the model.

INDIVIDUAL VEHICLE MODELS

In this paper, individual vehicle dynamics is represented white box and black box model.
White box model is consist of horizontal, vertical model and black box modes have lookup
table form. These individual models are module version.(1),(2)

Horizontal Vehicle model

Horizontal vehicle model is 3DOF. It is consist of longitudinal, lateral translation, and


rotation of vehicle mass center.
Y β FL
Fx, FL
y δ

Fy, FL x
β FR
Fx, RL Vβ Fx, FR
β
V δ
γ
P
β RL Fy, RL

Fy, FR
Lt
Fx, RR

Lf

β RR
Fy, RR
Lr

O X
Figure 1: 3 DOF Horizontal vehicle model

m&x& = F +F +F +F (1)
x, FL x, FR x, RL x, RR
m&y& = F +F +F +F (2)
y, FL y, FR y, RL y, RR

I zzγ& = L ⎛⎜ F +F ⎞ − L ⎛F +F ⎞
y, FR ⎟⎠ r ⎜⎝ u , RL y, RR ⎟⎠
(3)
f ⎝ y, FL

(1)~(3) are horizontal dynamic equations and each symbols’ means are table 1.

Symbol Parameter
M Vehicle total mass
&x& , &y& Longitudinal axis acceleration, Lateral axis acceleration
Fx , Fy Longitudinal and Lateral force at each tire
L f , Lr Front & Rear wheel base
I zz Vertical axis moment inertia
γ& Yaw angular acceleration
Table 1: Horizontal vehicle model symbols

Horizontal model gets lateral force and longitudinal force from tire model. Based in these two
forces, Horizontal model calculates Horizontal vehicle performance.

Vertical Vehicle Model

Vertical vehicle model is made of 7 DOF represented in figure 2. This model considers that 2
dimensions vertical dynamics, 1 track half car model for pitch dynamic and 2 track half car
model for roll dynamic. So, This model has 3 DOF of mass center(vertical, roll, pitch
dynamic) and 4 DOF of each wheel(wheel vertical dynamic).
Fz,rr

Fz,cg
Fz,rl

Crr
Krr
Pitch
Fz,fr
M cg M rr Crl
Lr Krl
Roll
Fz,fl Ktrr
Lf M rl
Cfr Lt
Kfr
Ktrl

M fr Cfl
Kfl

Ktfr
M fl
z

Ktfl
x y

Figure 2: 7 DOF Vertical vehicle model

m &z& = F + F + F + F +M / Lf − M / Lr (4)
s z , fl z , fr z , rl z , rr θ, f θ ,r
I θ&& = − L f F − Lf F + Lr F + Lr F +M +M (5)
yy z, fl z, fr z, rl z, rr θ, f θ,r
&&
I θ = 0.5Lt F − 0.5Lt F + 0.5Lt F − 0.5Lt F +M +M (6)
xx z, fl z, fr z, rl z, rr φ,l φ, r
m &z& =F − 0.5M /( L + Lr ) + 0.5M /L +F (7)
u u, fl z, fl θ,r f φ , r t t , fl
m &z& =F − 0.5M /( L + Lr ) − 0.5M /L +F (8)
u u, fr z, fr θ,r f φ , l t t , fr
m &z& =F + 0. 5 M /( L f + Lr ) + 0.5M /L +F (9)
u u , rl z , rl θ, f φ, r t t , rl
m &z& =F + 0. 5 M /( L f + Lr ) − 0.5M /L +F (10)
u u , fl z , rr θ, f φ , l t t , rr

(4)~(10) are vertical dynamic equations and each symbols’ means are table 2.

Symbol Parameter
ms , mu Sprung mass & Unsprung mass
&z& , &z&u Vertical acceleration at sprung mass & unsprung mass
I xx , I yy Longitudinal & Lateral axis moment inertia
θ&& , φ&& Pitch & Roll axis angular acceleration
Fz , fl , Fz , fr , Fz , rl , Fz ,rr Vertical force at each suspension
Ft , fl , Ft , fr , Ft , rl , Ft , rr Vertical force at each tire
Table 2: Vertical vehicle model symbols

Vertical dynamic model calculates the vehicle vertical motion from road information, and
pitch, roll motion from tire model using lateral, longitudinal forces. So, vertical force and
vehicle vertical motion's characteristics are sent out output.
Tire Model

Tire model is 4DOF. It is basically consist of longitudinal 1DOF of each tire. To enhance the
tire model's accuracy, this paper use black box form in figure 3. First and second figure show
that characteristic data of 3-dimension related force and slip angle. Tire model received
steering input, both vehicle velocity and yaw angular velocity, and vertical force from driver,
horizontal, and vertical model. Based on input data, longitudinal and lateral force are sent to
the output by using nonlinear black box model.

Figure 3: Nonlinear black box tire model ( Fx : Fz : λ & Fy : Fz : α )

14 DOF FULL VEHICLE MODEL

14DOF full vehicle model consist of horizontal 3DOF, vertical 7DOF, and tire 4DOF model.
Individual motion of each model's input-output relation is following figure 4.(3),(4)

Steering wheel angle Horizontal Vertical


Dynamic Dynamic
Driver Model
Longitudinal/Lateral, Vertical,
Y position Yawing, Steering Pitching, Rolling
Yaw angular velocity Motions Motions

Longitudinal velocity
Steering wheel angle Lateral velocity Vertical tire force
Yaw angular velocity (each wheel)

Longitudinal tire force (each wheel)


Lateral tire force (each wheel)

Tire Model

Wheel Rotations
Acceleration & deceleration torque Longitudinal tire force (each wheel)
Lateral tire force (each wheel)

Alternating friction conditions

Figure 4: Modular architecture of vehicle model

Full vehicle model in Matlab/Simulink

14DOF full vehicle model based on Matlab/Simulink is individual motion module version in
figure 5. It is easy to individual system's adjustment, repletion and understanding of signals.
Vehicle parameters Inintial conditions

Y aw angular v elocity [rad/s]

S/W angle [rad] S/W angle [rad]


Y position [m]
Longitudinal tire f orce(4) [N]
Longitudinal v elocity [m/s]

Driver model Lateral v elocity [m/s]


Lateral tire f orce(4) [N]
Y aw angular v elocity [rad/s]

Vertical tire f orce(4) [N]


Wheel output
1 Driv e & brake f orce(4) [Nm]
Drive & brake force
4DOF Wheel dynamic

Longitudinal v elocity [m/s]


S/W angle [rad]
Lateral v elocity [m/s]

Longitudinal tire f orce(4) [N] Y aw angular v elocity [rad/s]

Y position [m]
Lateral tire f orce(4) [N]
Horizontal output 1
Vehicle output
3DOF Horizontal dynamic

Longitudinal tire f orce(4) [N]


Vertical tire f orce(4) [N]
Lateral tire f orce(4) [N]

2 Damping f orce(4) [N]


Sus damping force Vertical output
3 Road disturbance heights(4) [m]
Road unevenness
7DOF Vertical dynamic

Figure 5: Modular vehicle model in Matlab/Simulink

Simulation Result

14DOF full vehicle model based on Matlab/Simulink is verified by using Carsim(vehicle


dynamic analysis software), and practical experiment data which is conducted by KATECH
(Korea Automotive Technology Institute). Figure 6 show that result of J-turn simulation of
14DOF model, Carsim and practical data in same condition.

Lateral Acceleration Yaw Rate Roll Angle

Figure 6: J-turn result (14DOF model vs Carsim vs Real Test)

Lateral Acceleration and Yaw Rate show that difference of 15%. Roll Angle which is
representation of vertical motion is more accuracy than Carsim.

Figure 7 show that result of Single-Lane-Change simulation of 14DOF model, Carsim and
practical data in same condition.
Lateral Acceleration Yaw Rate Roll Angle

Figure 7: Single Lane Change result (14DOF model vs Carsim vs Real Test)

14DOF model show that accuracy of lateral acceleration and yaw rate in single lane change.
But, this model has difference of 17% error in roll angle. Generally, 14DOF model show that
accuracy of 85~98% according to, kind of result. It represents alike result using Carsim. But,
little error is considered ignoring the difference of suspension's kinematics and compliance
effect. Also, road condition not reflected on model is one of the errors.

CONCLUSION

In vehicle control part, develop the 14DOF model. It is consider of whole direction of
dynamic, and real time analysis is possible using less low DOF than commercial program.
Also, individual dynamics link as module version each other so, expect the more accuracy
result than existing simple control reference model. Afterwards, considering effect of
suspension's kinematics and compliance, and calculating the real road condition will make
more accuracy model.

REFERENCES

(1) Sueng-Jin. Heo, “Vehicle Dynamics an Introduction”, Munundang, 2001


(2) S. Ikehaga, “Active Suspension Control of Ground Vehicle based on a Full-Vehicle
Model”, American Control Conference, pp.4019-4024, 2000
(3) C.H. Weinheim, “Adaptive semiphysikalische Echtzeitsimulation der Kraftfahrzeug–
dynamik im bewegten Fahrzueg”, Forschritt-Berichte VDI, Nr.467, 2001
(4) H. Holzman, “Adaptive Kraftfahrzeugdynamik-Echtzeitsimulation mit Hybriden
Modellen”, Forschritt-Berichte VDI, Nr.465, 2001

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